Tight-lock car, air, and electric coupler



July 1, 1941. H. E. VAN DORN 2 ,247,677

TIGHT-LOCK CAR, AIR, AND ELECTRIC COUPLER Filed Nov. 5, 1938 5Sheets-Sheet l July 1, 1941 H. E. VAN DORN TIGHT-LOCK CAR, AIR, ANDELECTRIC COUPLER Filed Nov 5, 1938 s Sheets- Sheet 2 y 1, 1941- H. E.VAN DORN I 2,247,677

TIGHT-LOCK CAR, AIR, AND ELECTRIC COUPLER Filed Nov. 5, 1938 5Sheets-Sheet 3 y 1, 1941- H. E VAN DORN 2,247,677

TIGHT-LOCK CAR, AIR, AND ELECTRIC CQUPLER Filed Nov. 5, 1938' 5SheetsSheet-l July 1, 1941- H. E. VAN DORN TIGHT-LOCK CAR, AIR, ANDELECTRIC COUPLER s Shets-Sheet 5 Filed Nov. 5, 1938 Patented July 1,1941 UNITED STATES PATENT OFFICE TIGHT-LOCK CAR, AIR, AND ELECTRICCOUPLER Herbert E. Van Dorn, Chicago, 111., assignor to DornvanCorporation, a corporation of Illinois Claims.

The present invention relates primarily to that type of car couplerhaving a hook-like link for interengagement with a corresponding elementon a companion coupler to affect a coupling. The object of the presentinvention is to permit easy automatic coupling and uncoupling, while atthe same time two couplers may be drawn so tightly together, upon thecompletion of a coupling, that the couplers form, in effect, a singlerigid unit.

In couplers of this type as heretofore constructed there has always beenrequired a sufiicient looseness in a connection between two couplers, topermit the links to slip into locking engagement with each other and tobe easily spread apart, afterwards, for uncoupling. One of the objectsof the present invention is to preserve these characteristics forcoupling and uncoupling and to eliminate all looseness during what maybe termed the Working periods of the couplers.

The object just mentioned is achieved by providing means to shift thecoupling links bodily lengthwise of the couplers, so that they projectforwardly far enough to'permit them freely to snap into engagement witheach other when two couplers are brought together, and to be just asfreely disengaged from each other, in uncoupling, by spreading themapart in the lateral direction in uncoupling. After the links of twocouplers are engaged with each other, each link is drawn back into itscoupler until the two couplers are tightly pressed together. The meansfor exerting the inward pull on a link is preferably such that althoughthe link is held as firmly as though it were rigidly anchored, there isa yielding force acting constantly to compensate for wear and otherconditions that make it advisable to provide for different stoppingpoints for the inward movement of a link.

In its most highly developed form, my improved coupler serves also tomake air connections between adjacent cars and, forming part thereof orcarried thereby, are means for making electrical connections betweensuch cars. A further object of the present invention is to provide acontrol system through which the meeting couplers may be tight-locked orreleased from each other, in such coordination with the operations ofthe main valves for the air lines and switches for the electriccircuits, that the valves will be opened and the switch closed upon thecompletion of a coupling and the valve be closed and the switch openedbefore two couplers are separated from each other.

The various features of novelty whereby my invention is characterizedwill hereinafter be pointed out with particularity in the claims; but,for a full understanding of my invention and of its objects andadvantages, reference may be had to the following detailed descriptiontaken in connection with the accompanying drawings, wherein:

Figure 1 is a more or less diagrammatic view, showing only a fragment ofthe coupler and the pneumatic control system for the coupler, the mainair valves, and the electric switch; Fig, 2 is a longitudinal section ofone end of the cylinder for causing the pull on a coupler link to bereleased, together With a valve associated therewith for admitting airto the unlocking cylinder; Fig. 3 is a top plan view of the entirecoupler, including the coupler head and drawbar, together with theanchor for connecting the rear end of the same to the car frame; Fig. 4is a side elevation of the apparatus appearing in Fig. 3, the segmentalsupporting plate for the drawbar carrier being shown in section; Fig. 5is a horizontal sec-' tion through the front end of the coupler, on alarger scale than the previous figures; Fig, 6 is a section takenapproximately on line 6--5 of Fig. 5; Figs. 7 and 8 are views similar toFig. 5, showing also the link of a companion coupler, with the linksrespectively in locked and unlocked positions; Fig. 9 is a section online 9-9 of Fig, 3, but on a larger scale; and Fig. 10 is a sideelevation, showing the parts appearing in Fig. 9, as viewed from thelefthand side of Fig. 9.

Referring to Figs. 5 to 8 of the drawings, l represents a hollow couplerhead having at the front an end face 2 which is at right angles to thelongitudinal'axis of the coupler. Within the hollow head is a link 3having a hook-shaped outer end 4 projecting beyond the front end of thecoupler. These elements are, or may be, of any usual or suitableconstruction so as, for example, to be adapted to cooperate withcouplers of the same general type now in use.

In accordance with one feature of my invention, instead of supportingthe inner end of the link directly on the usual vertical hinge pin 5,positioned at about the longitudinal aXis of the coupler, I place onthis pin an eccentric block or sleeve 6 which constitutes the actualbearing for the link. Fixed to the upper end of the eccentric is aradial arm 1 which overlies the link. By swinging this arm back andforth, the eccentric is turned. on the pin 5 and the link is shiftedbodily in the lengthwise direction. The parts are so proportioned thatthe link may be pushed formay be termed its locking position, asindicated in Figs. 5 and 7, while permitting the link to be swunglaterally into its unlocking position, as-- indicated in Fig. 8.

As is usual in couplers ofthis type, an unlock ing cam I is mounted inthe coupler between the ends of the link and at about the longitudinalcenter of the coupler, namely on the opposite side of the link from thatat which the yieldable pressure device is located. This cam is rotatablymounted on a vertical pin H and is so shaped that when two couplers areinterlocked, as shown in Fig. 10, the cam lies between the body of thecorresponding link and the. inclined end face 12 of the head portion of.the link associated with the companion coupler. The unlocking cam isprovided with a laterally extending arm J4 radial to the pin H, forturning the same. Before the unlocking cam can be turned, while twocouplers' are tight-locked together, one or both of the links must beshifted longitudinally from the positions illustrated in Fig. 7 to theposition of the link in Fig. 5. Then, upon turning the unlocking cam,both'links are shifted laterally, as

shown in Fig. 8, so that the couplers are free to move apart by relativelongitudinal movements;

The unlocking cam itself is not new, but has long been used in old typesof couplers.

' It is obvious that the actuating arms 1 and I4, for the eccentric andthe unlocking cam, may be oscillated by any desired or suitable means,either manual or power driven, or both. In the arrangement shown, theoperation may be either manual or through the functioning offluid-pressure responsive devices controlled by a suitable valve locatedat some remote point.

The immediate actuating means for the arm 7 on the eccentric is a rod lextending rearwardly through the interior of the coupler. The free endof the arm l4 associated with the unlocking cam is connected to anotherrearwardly extending rod l6, which, however, lies above the coupler; theconnection between the arm [4 and the rod It being through a post I8rising from the free end of the arm l4 through a slot [9 in the top wallof the coupler, as shown in Fig. 3.

As best seen in Fig. 3, the rear end of the rod I6 is connected to oneendof a lever extending more or less crosswise of the coupler andmounted on top of the coupler for oscillatory movements by a pin 21extending through the same at about the middle. The other end of thelever 20 lies in front of a piston rod or plunger 22 projecting throughthe front wall of a cylinder 24 fixed to one side of the coupler shank'or drawbar. When fluid under pressure is introduced into the righthandend of the cylinder 24, as viewed in Figs. 3 and 4, the piston rod orplunger acts on the free end of the lever 20 in a direction to rotatethe latter ina clockwise direction and thus turn the unlocking cam fromthe position indicated in Fig. 7 to that of Fig. 8. The same result canbe ob- 'tained by pulling on a handle 25 on the outer end ofa chain 26or other flexible member extending from the inner end of the lever 20around a suitable pulley 21 on the usual or any suitable anchor casting28 and out to the side of the car.

The rod l5 for operating the eccentric I6 is connected at its rear endto a more or less horizontal lever 29 lying partly within the shank orstem of the coupler, and partly outwardly from the side opposite that atwhich the cylinder 24 is located. As best shown in Figs. 3, 9 and 10,the inner end of the lever 29 is :a simple bar-like member, while theouter part is in the form of a yoke or fork comprising two arms 30 and3| arranged one above the other. The lever is secured in place by meansof a vertical pin 32 passing through ears or flanges 34, 34, projectinglaterally from the coupler shank, and through the lever at the juncture"of the single inner arm and the 7 double outer arm. The rear end of therod I5 is pinned to the lever 29 within the shank of the coupler and ata point 35 remote from the axis about which the lever turns. A shortlink 36 connects the end of the lever. 29 within the coupler shank tothe inner end of a horizontally swinging lever. 31 lying mainlyoutwardly from the coupler; the lever 31 being pinned at' its outermostend', as indicated at 38, to a rigidarm or bracket 39 projectingforwardlyfrom a cylinder til lying below thecylinder 24 and fixed to thecoupler shank. A piston rod or lplung-er 4| pro jects through the frontwall of the cylinder 40 in the plane of that portion of the lever 31lying in front of the same. Consequently, when air is admitted into therighthand 'end of the cylinder 40, as viewed in Figs. 3 and 4, thepiston rodor plunger 4| swings the lever 31 in the counterclockwisedirection, causing the', lever '29 to turn clockwise, and thus causingthe eccentric '6' to turn in the counter-clockwise direction. It. willbe seen that the eccentric is soset that when the coupling link 3 is inits normal position for automatically interlocking with thecorresponding link on a companion coupler (as in Fig. 5), the

thinnest part of the eccentric sleeve does not lie in front of or behindthepin 5. Therefore, when the rod I5 is pushed forward or to the left,as it appears in Fig. 5, a portion of the eccentric de-' creasingprogressively" in thickness is shifted around in front of the pin 5,whereas a portion of progressively increasing thickness, is moved aroundto the rear of the pin. In other words, the movement of the.eccentric'is such that the coupling link is drawn 'back'into thecoupler. Therefore, if, after ,a coupling has been made, air is admittedinto'the rear end of the cylinder- 40, the coupling link will be drawnback into the coupler until the companion coupler is drawn tightly intoengagement with the front face of the coupler whose link is being drawnback. Of course, in actual practice, aswill hereinafter be explained,the links in both couplers are manipulated simultaneously, both tounlock the same and to secure a tight-lock condition after a couplinghas been affected. Y

In addition to the cylinders 24 and 40, there is a third cylinder 42mounted on the opposite side of the coupler shank from that on which theothertwo cylinders are located. A piston rod or plunger 44 extendsthrough the front wall of the cylinder 42 directly behind the arm 3| ofthe lever 29. Therefore, when air under pressure is admitted into therear end of the cylinder 42 the piston rod or plunger 44 moves forwardand, if the arm 3| is not alrea y in its forward position, forces itinto that position, The effect ofthis is to swing the lever 29 in thecounter-clockwise direction, as viewed in Fig. 3, namely in the oppositedirection from that in which it moves when driven by the piston rod orplunger 4|. In other words, whereas the function of the cylinder 40 isto draw the corresponding link back into tightlock position, thecylinder 42 has for its purpose to insure that the link is movedoutwardly prior to the operation of the unlocking cam.

While I depend primarily on the cylinder 42 to turn the eccentric intowhat may be termed its release position, I provide additional meansyieldingly to hold the eccentric in that position when .the coupler isnot connected to any other coupler. To this end, I pin to the free endof the arm 30 of the lever 29 a long rod 45 that extends rearwardly andpasses freely through an opening in the laterally projecting bracket 46on the coupler shank. Surrounding this rod is a spring 41 which, at itsrear end, bears against the bracket 46, while its front end engages anannular flange or collar 48 on the front end of the rod 45. Thus, whenthe spring 41 is free to do so, it rocks the lever- 29 in thecounterclockwise direction, as viewed in Fig. 3, and thus turns theeccentric 6 inthe clockwise direction, as viewed in Fig. 7, to bring thelink into the position shown in Fig. thus making its certain that thelink will be held properly in a forward position, ready for automaticcoupling, whenever the coupler is idle.

It will be seen that the sequence of operations in uncoupling comprisesthe releasing of the pressure between the two couplers and theirinterlocked links, and then the turning of the unlocking cam to spreadthe links apart. In order to insure that this sequence of operationsmust be followed when uncoupling is effected by means of the fluidpressure responsive devices, I provide means for preventing theenergization of cylinder 24 until after the piston in cylinder 42 hascompleted a working stroke. As best shown in Figs. 9 and 10, there ismounted on the front end of the cylinder 42 a little valve casing 49,the details of which are illustrated in Fig. 2. It will be seen that thevalve casing 49 has two chambers 50 and 5!, separated by a partition 52having a hole through the center. Cooperating with this hole is a valve54 having a long stem; 55 extending out through the rear end of thevalve casing and adapted to be engaged by a little loose plunger 56extending through the front wall of the cylinder 42 in axial alignmentwith the stem 55. When the piston 57, to which the piston rod or plunger44 is attached, reaches the forward limit of its movements, it strikesthe part 56 and drives it forward far enough to unseat the valve 54 andthereby place the chambers 50 and 5| in communication with each other.Normally, a spring 58 arranged in the chamber 5! and acting on thevalve, holds the valve closed. Air is admitted into the chamber 5|, aswill hereinafter be explained, through a pipe 59, and air may leave thechamber 55 through a pipe 60. As shown in Fig. 1, pipe 60 leads to therear end of the cylinder 24, while the pipe 59 is connected to the samepipe (ii that supplies air to the cylinder 42 through a branch pipe 62.Therefore, when air is admitted to the pipe 6| it first flows into thecylinder 42 and then, after the piston in this cylinder has done itswork of releasing the pressure between the parts of two interlockedcouplers, air is admitted to the cylinder 24 through the valve casing49, and the unlocking cam is actuated to spread the links apart.

In'Figure 1 I have illustrated the train pipes for .the air brake systemof a car, together with the shut-01f valves at one end of the car, powermeans for' opening and .closing these valves, power means for openingand closing the electric switch for the. train or car circuits, notshown, together with a control system for the power devices in thecouplers. Referring to this figure, 64 and 65 represent respectively theusual reservoir. and brake lines. The reservoir line contains a shut-offvalve 66 provided with a vent 6! .that'permits air between the same andthat part. of the reservoir line betweenthis reservoir line and theadjacent coupler to exhaust, to atmosphere when the valve 66 is closed.The brake line contains a shut-off valve 68. Associated with the valves65. and 68 are a cylinder 69, the energization of which causes thevalves to open, and a second cylinder 10 for closing the valves. Theelectric switch H has associated therewith cylinders 12 and 13, thefirst of which causes the switch to close and the otherof which causesit to open. There is a main controlling valve 14 located within reach ofthe motorman or driver of a car or train. Air is taken by this valvefrom thereservoir line ahead of the valve 66, so that the admission ofair to the controlling valve is not dependent upon whether the valve 66isopen or not. The valve 14 has three positions, the first of which isthe neutral position illustrated in Fig. 1.. The other two positions arethose to the right and .to the left of the neutral position. When thehandle of the valve 14 is swung toward the left, air is admitted intothesame time air enters the switch cylinder l2 and causes the electriccircuits to be closed.

When it is desired to uncouple two cars from each other, the handle ofthe valve I4 is swung toward the right, causing the cylinders 10 and 13to be energized and thereby closing the valves 66 and 68 and opening theelectric circuits. However, the pipe 15 that carries air to thecylinders 10 and 13 is connected to the pipe 6| heretofore mentioned, sothat air fiows into the cylinder 42, releasing the tight-lock conditionin the couplers. As soon as this purpose has been accomplished, air ispermitted to flow through the valve device 49 into the cylinder 24,whereby the unlocking of two couplers, through spreading apart of theirlinks, is brought about, and the cars may be pulled apart. It will beseen that the cylinder 40 does not interfere with the turning of thecocentric whenever air is admitted to the cylinder 42, because thecylinder 40 vents to atmosphere through the opening 61 in the valve 68,as soon asthis valve is closed.

It will of course be understood that what happens in the coupler on onecar, also happens with respect to the cooperating coupler on theadjacent car. In other words, the cylinders 40 of both couplers areconnected to the common reservoir line; and, further, the pipe 6|, whichsupplies compressed air to the cylinders 42 and 24 extends to airlineconnections 16 on the coupler proper. Likewise, the pipe I1 that conveysair to,

the cylinders E9 and 12 is connected to. apipe'18 that'leads tosuitable. airline connections!!! on the coupler. Therefore, whenever themaster controlling valve in either car is manipulated, the efl'ectis thesame in one car as in the other.

While the connections between the cars for the reservoir line 64 and thebrake line 65 may conveniently be through suitable fittings opening outthrough thefront face of the coupler head, in theusual way, as indicatedat 80 and 8| in Fig. 6, the. connectors 16 and 19 for the pipes in thecontrol system may conveniently be attached to or.detached from. part'ofan electric coupler 82, mounted underneath the coupler head, asshown inFigs. 3 and 4.

-It should also be noted that the rear end of the drawbar proper, whichmay be the shank 23 of the coupler, is connected by means of ahorizontal pin 84 to a member 86 underlying the anchor casting 28 andsecured thereto by a vertical pin 86 which also serves as a journal.about which the member 85 may rotate. This provides for lateral andalsovertical movements of the rear end of the drawbar. The front end ofthe drawbar and coupler is shown as being supported in the carrier 81 ofany usual or suitable type hung from and slidable along a segmentalsupporting plate arranged transversely of the longitudinal axis of the..car, in. order to permit the front end. of the coupler to swinglaterally.

WhileI have illustrated and described with particularityonly a singlepreferred form of my invention, I do not desire tobe limited to the.

exactstructural details thus illustrated and described;f but intend tocover ;all forms and arrangements which .come within the definitions ofmy invention. constituting the appended claims.

I claim:. r

1. In. combination, a car coupler head, a link arranged in the head andprojecting therefrom for. cooperation with a similar link on a companioncoupler in the act of coupling, an eccentric. mounted in the head. forrotation about an axis transverse to the longitudinal axis of the headforming a pivot pin engaged with the inner end of the link, means toturn the eccentric in the.direction to shift the. link outwardly, andmeans to exert aconstant. yieldable turning efiorton-the eccentric inthe opposite direction while two couplers are coupled together.

I 2.;In a car coupler of the tight-lock type having. asWinging linkadapted to. interlock with the link of a like coupler to make acoupling, a mounting for the link to permit a limited bodily movementthereof longitudinally of the coupler, a

springaacting on thelink and tending to hold it.

in.the';00uplingposition at one limit of its swinging. :.movements, anactuator to shift the link laterally, into its uncoupled position, anactuator to effect the shifting of the link longitudinally of thecoupler to relieve the pressurebetween the same and a link in.acompanion coupler, and means; to' prevent. the. operation of the.firstmentioned actuator until the other actuator has been operated.

3. In combination, a car Jcoupler head, a link arranged in the head andprojecting therefrom for cooperation with. a similar link on acompanion-coupler in. the act-of coupling, an eccentric mounted in thehead for rotation about an axis'transverse to the longitudinal axis ofthe head forming a; pivot'pin engaged with the inner end-of the link,fluid pressure responsive means to turnthe eccentric in thedirectiontoshift the link 'outwardly for uncoupling, and fluid-pressure rSp'onsive'meahs to exert a constant turning effort on the eccentric in theopposite direction while two couplers arejcoupled'together.

4. In combination, a coupler head, a-link in saidlheadfor cooperationwith a similar link in aco'mpanion coupler to hold the two couplerstogether, amounting for the link to permit swinging movements thereof,said. mounting being movable lengthwise of the head, 'a deviceto swingthe link into release position, a poweractuator for saiddevice, a secondpower actuator to shift the link forwardly, and a controller for. thefirst actuator. operated by said second actuator.

5. In atight-lock coupler, a link movable laterally for coupling anduncoupling and lengthwise of the coupler for exerting a pull on a linkin a companion coupler to draw the two couplers together, means toexert, forces on the'link to shift it lengthwise of the coupler inonedirection when itis desired to uncouple and in the opposite directionto draw the couplerstogether after coupling, said means including twofluid-pressure responsive actuators, and means controlled by one of saidactuators formoving the link laterally.

6. In combination, a coupler head, a link in said head for cooperationwitha' similar linkin a companion coupler to hold the two couplerstogether, a mounting for the link providing capacity for swingingmovements thereof, said mounting being movable lengthwise of the head,means including a fluid-pressure responsive device to swing the linkinto release position, means including a second fluid-pressureresponsive device to cause the mounting tobe moved to shift V the linkforwardly, and means controlled by the second of said devices to causethe first of said devices to become energized after said link has beenmoved forward. a

7. A tight-lock coupler provided with a link for engagement with acorresponding link in another to effect a coupling of the two couplers,the link being movablelengthwise with respect to the longitudinal axisof the coupler, and means to draw the link rearwardly after a couplinghas been made and thereafter exert a continuous force holding thecouplers together and automatically taking up slack when wear occurs.

8. The combination'with'a tight-lock car and air coupler and an airbrake system including reservoir and brake lines connected to the aircoupler and containing air valves remotefrom the coupler, of meansassociated with the coupler for tight-locking the same and'a companioncoupler together after a coupling has been made, means for opening saidvalves, means for closing said valves, means for causing the pressurebetween the couplers to be released prior to uncoupling, and a mastercontroller for all of the aforesaid means.- r

9. In combination-with a tight-lock car, air and electric coupler, andabrake system including reservoir and brake lines connected to the aircoupler. and containing valves remote from the coupler, together with aswitch for opening and closing contacts in the circuit of the electriccoupler, of a means for opening the valves, a means for closing theswitch, a means for tight-locking the coupler to a companion cou-' plerafter a coupling has beenmade, and a-master controller for all of theaforesaid means.

10. In combination, a car coupler head, a link arranged inthe head andprojecting therefrom for cooperationwith a similar link on a cdmpanioncoupler in the act of coupling, an eccentric mounted in the head forrotation about an axis transverse to the longitudinal axis of the headforming a pivot pin engaged with the inner end of the link, fluidpressure responsive means and also a spring to turn the eccentric in thedirection to shift the link outwardly for uncoupling, means including asecond fluid pressure responsive device to swing the link intouncoupling position, means controlled by the first fluidpressureresponsive means to cause the second fluid-pressure responsive means tooperate after the eccentric has been turned by the former, and a thirdfluid pressure responsive means to exert a constant turning efiort onthe eccentric in the opposite direction while two couplers are coupledtogether.

HERBERT E. VAN DORN.

